Military submarine silent jet propulsion system

ABSTRACT

In the present invention, the desired speed and the desired direction of movement of the military submarine is accomplished by controlling the amount and the direction of the generated water jet flow thrust of the silent jet propulsion system installed inside the military submarine hull.

FIELD OF THE INVENTION

The present invention is related to a silent jet propulsion system for a military submarine.

Preferred embodiment of the present invention deals with a propulsion system, more particularly with a silent jet propulsion system and a method for propelling a military submarine and the like to eliminate the conventional propulsion systems' noise and to steer a military submarine in silent, fast, efficient and highly maneuverable fashion.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Application No. 62/823,529, filed Mar. 25, 2019, entitled “MILITARY SUBMARINE SILENT JET PROPULSION SYSTEM”, which is incorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

A conventional submarine propulsion system includes a propeller mounted behind the hull of the submarine on a driveshaft extending from an engine compartment. The submarine is pushed forward or backward depending on the propeller rotation which is driven to provide thrust in the desired direction.

These conventional submarine propulsion systems are known to be very noisy and inefficient due to the generated turbulences, the propeller cavitation effect and the generated vibrations that increase the acoustic signature of the military submarine resulting in an increase of its vulnerability to be detected by others Sonar systems.

Also, such conventional submarine propulsion systems are inefficient and slow with an excessive energy consumption because their propellers push water in all directions instead of being directed to the desired direction to give the highest thrust for the maximum efficiency, speed and maneuverability.

Accordingly, it is also desirable to provide silent propulsion system which will make the military submarine silent, fast, efficient and highly maneuverable.

The present invention addresses these needs.

SUMMARY OF THE INVENTION

The object of the present invention is to overcome the above disadvantages and to provide silent, fast, efficient and highly maneuverable military submarine jet propulsion system.

The present invention provides a military submarine with an efficient method and means of a silent jet propulsion system which is installed inside the hull of a military submarine.

In the present invention, a silent jet propulsion system is installed inside a military submarine hull along its axis from the military submarine Bow side to the military submarine Stern side.

In the present invention, the flow of water is ingested by the silent jet propulsion system from the inlet opening ports at the Bow side of the military submarine.

In the present invention, water inlet opening ports of the silent jet propulsion system are symmetrically distributed in the Bow side of the military submarine hull. Water discharge openings are symmetrically distributed in the Stern side of the military submarine hull and are responsible to discharge out the water from the silent jet propulsion system of a military submarine.

In the present invention, the water is accelerated inside the silent jet propulsion system using plurality of shaftless rim propellers to maintain the desired water jet flow thrust for each outlet of the silent jet propulsion system which will move and steer a military submarine in the desired speed and the desired direction by controlling the rotation speed of the shaftless rim propellers and by controlling the direction of the rotation of the shaftless rim propellers. By controlling the amount and the direction of the water jet flow thrust at each outlet, the military submarine can move forward, backward, up, down, right and left easily, fast, efficiently and silently which is a vital requirement in a military submarine.

In the present invention, in order to move a military submarine, water should be accelerated inside the silent jet propulsion system installed inside the military submarine hull. Due to this acceleration, the water flowing inside the silent jet propulsion system will be highly turbulent and will generate a high noise level while the water flows to be discharged toward the outlet ports of the silent jet propulsion system at the Stern side of the military submarine. This noise will increase the military submarine acoustic signature which is considered as a huge disadvantage especially for the military submarines.

In the present invention, the noise generated due to the water turbulent flow must be eliminated. This is accomplished by providing and installing plurality of water flow turbulence elimination cylinders inside the silent jet propulsion system to ensure a laminar water flow as much as possible.

In the present invention, the reactive force of the accelerated water flow is transferred to a military submarine and is converted to a kinetic energy to propel the military submarine with the desired speed and the desired direction with minimal dynamic losses.

Another preferred object of the present invention is to provide an improved jet propulsion system that is silent, fast, efficient and highly maneuverable.

Further objects, features and advantages of the present invention shall become apparent from the detailed drawings and descriptions provided herein.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is the Trimetric view of the military submarine with the embodiment of the silent jet propulsion system

FIG. 2 is the Port front view of FIG. 1

FIG. 3 is the Starboard back view of FIG. 1

FIG. 4 is the Top view of FIG. 1

FIG. 5 is the Bottom view of FIG. 1

FIG. 6 is the Bow side view of FIG. 1

FIG. 7 is the Stern side view of FIG. 1

FIG. 8 is Section A-A view of FIG. 2

FIG. 9 is Section B-B view of FIG. 2

FIG. 10 is the Trimetric view of the silent jet propulsion system

FIG. 11 is the Trimetric view of the jet propulsion units' shells

FIG. 12 is the Trimetric view of the jet propulsion engines' units

FIG. 13 is the Port front view of FIG. 10

FIG. 14 is the Port front view of FIG. 11

FIG. 15 is the Port front view of FIG. 12

FIG. 16 is the Starboard back view of FIG. 10

FIG. 17 is the Starboard back view of FIG. 11

FIG. 18 is the Starboard back view of FIG. 12

FIG. 19 is the Top view of FIG. 10

FIG. 20 is the Top view of FIG. 11

FIG. 21 is the Top view of FIG. 12

FIG. 22 is the Bottom view of FIG. 10

FIG. 23 is the Bottom view of FIG. 11

FIG. 24 is the Bottom view of FIG. 12

FIG. 25 is the Bow side view of FIG. 10

FIG. 26 is the Stern side view of FIG. 10

FIG. 27 is the Bow side view of FIG. 11

FIG. 28 is the Stern side view of FIG. 11

FIG. 29 is the Bow side view of FIG. 12

FIG. 30 is the Stern side view of FIG. 12

FIG. 31 is the Trimetric view of the assembled jet propulsion unit

FIG. 32 is the Port front view of FIG. 31

FIG. 33 is the Top view of FIG. 31

FIG. 34 is the Bottom view of FIG. 31

FIG. 35 is the Bow side view of FIG. 31

FIG. 36 is the Trimetric view of the disassembled parts of the jet propulsion unit

FIG. 37 is the Trimetric view of the jet propulsion engine unit

FIG. 38 is the disassembled parts of the jet propulsion engine unit

FIG. 39 is the Port front view of FIG. 37

FIG. 40 is the Top view of FIG. 37

FIG. 41 is the Bottom view of FIG. 37

FIG. 42 is the Bow side view of FIG. 37

FIG. 43 is Section C-C view of FIG. 39

FIG. 44 is Section D-D view of FIG. 40

FIG. 45 is the Trimetric view of the jet propulsion unit shell

FIG. 46 is the Port front view of FIG. 45

FIG. 47 is the Top view of FIG. 45

FIG. 48 is the Bottom view of FIG. 45

FIG. 49 is the Bow side view of FIG. 45

FIG. 50 is Section E-E view of FIG. 46

FIG. 51 is Section F-F view of FIG. 47

FIG. 52 is the Isometric view of the inner lamination cylinder

FIG. 53 is the Port front view of FIG. 52

FIG. 54 is the Top view of FIG. 52

FIG. 55 is the Bottom view of FIG. 52

FIG. 56 is the Bow side view of FIG. 52

FIG. 57 is Section G-G view of FIG. 53

FIG. 58 is Section H-H view of FIG. 54

FIG. 59 is the Isometric view of the Stern side lamination truncated cylinder

FIG. 60 is the Port front view of FIG. 59

FIG. 61 is the Top view of FIG. 59

FIG. 62 is the Bottom view of FIG. 59

FIG. 63 is the Bow side view of FIG. 59

FIG. 64 is Section I-I view of FIG. 60

FIG. 65 is Section J-J view of FIG. 61

FIG. 66 is the Isometric view of the Bow side lamination truncated cylinder

FIG. 67 is the Port front view of FIG. 66

FIG. 68 is the Top view of FIG. 66

FIG. 69 is the Bottom view of FIG. 66

FIG. 70 is the Bow side view of FIG. 66

FIG. 71 is Section K-K view of FIG. 67

FIG. 72 is Section L-L view of FIG. 68

FIG. 73 is the Isometric view of the shaftless rim propeller

FIG. 74 is the Port front view of FIG. 73

FIG. 75 is the Top view of FIG. 73

FIG. 76 is the Bottom view of FIG. 73

FIG. 77 is the Bow side view of FIG. 73

FIG. 78 is Section M-M view of FIG. 74

FIG. 79 is Section N-N view of FIG. 75

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring in detail to the drawings, the silent jet propulsion system 12 of this invention is installed inside the hull of a military submarine 1 (FIG. 1). FIG. 1 is the Trimetric view of the military submarine 1 with the embodiment of the silent jet propulsion system 12.

FIG. 2, FIG. 3, FIG. 4, FIG. 5, FIG. 6 and FIG. 7 are the Port front view, the Starboard back view, the Top view, the Bottom view, the Bow 3 side view and the Stern 2 side view of the military submarine 1 with the embodiment of the silent jet propulsion system 12 of FIG. 1 respectively. FIG. 8 and FIG. 9 are Section A-A view and Section B-B view of the military submarine 1 with the embodiment of the silent jet propulsion system 12 of FIG. 2 respectively.

The silent jet propulsion system 12 comprises plurality of jet propulsion units 4-11 (FIG. 10) which comprise plurality of jet propulsion units' shells 13-20 (FIG. 11) and comprise plurality of jet propulsion engines' units 21-28 (FIG. 12).

FIG. 10 is the Trimetric view of the silent jet propulsion system 12. FIG. 11 is the Trimetric view of the jet propulsion units' shells 13-20. FIG. 12 is the Trimetric view of the jet propulsion engines' units 21-28.

FIG. 13, FIG. 16, FIG. 19 and FIG. 22 are the Port front view, the Starboard back view, the Top view and the Bottom view of the jet propulsion units 4-11 of FIG. 10 respectively.

FIG. 14, FIG. 17, FIG. 20 and FIG. 23 are the Port front view, the Starboard back view, the Top view and the Bottom view of the jet propulsion units' shells 13-20 of FIG. 11 respectively.

FIG. 15, FIG. 18, FIG. 21 and FIG. 24 are the Port front view, the Starboard back view, the Top view and the Bottom view of the jet propulsion engines' units 21-28 of FIG. 12 respectively.

FIG. 25 and FIG. 26 are the Bow 3 side view and the Stern 2 side view of the jet propulsion units 4-11 respectively.

FIG. 27 and FIG. 28 are the Bow 3 side view and the Stern 2 side view of the jet propulsion units' shells 13-20 of FIG. 11 respectively.

FIG. 29 and FIG. 30 are the Bow 3 side view and the Stern 2 side view of the jet propulsion engines' units 21-28 of FIG. 12 respectively.

FIG. 31 is the Trimetric view of the assembled jet propulsion unit 4 which is one of the jet propulsion units 4-11. FIG. 32, FIG. 33, FIG. 34 and FIG. 35 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the assembled jet propulsion unit 4 of FIG. 31 respectively.

FIG. 36 is the Trimetric view of the disassembled parts of the jet propulsion unit 4 which is one of the jet propulsion units 4-11. FIG. 37 is the Trimetric view of the jet propulsion engine unit 21.

FIG. 38 is the disassembled parts of the jet propulsion engine unit 21 which is one of the jet propulsion engines' units 21-28.

FIG. 39, FIG. 40, FIG. 41 and FIG. 42 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the jet propulsion engine unit 21 of FIG. 37 respectively. FIG. 43 and FIG. 44 are Section C-C view and Section D-D view of the jet propulsion engine unit 21 of FIG. 39 and FIG. 40 respectively.

FIG. 45 is the Trimetric view of the jet propulsion unit shell 13 which is one of the jet propulsion units' shells 13-20. FIG. 46, FIG. 47, FIG. 48 and FIG. 49 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the jet propulsion unit shell 13 of FIG. 45 respectively. FIG. 50 and FIG. 51 are Section E-E view and Section F-F view of the jet propulsion unit shell 13 of FIG. 46 and FIG. 47 respectively.

FIG. 52 is the Isometric view of the inner lamination cylinder 35 which is one of the inner lamination cylinders 35-37. FIG. 53, FIG. 54, FIG. 55 and FIG. 56 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the inner lamination cylinder 35 of FIG. 52 respectively. FIG. 57 and FIG. 58 are Section G-G view and Section H-H view of the inner lamination cylinder 35 of FIG. 53 and FIG. 54 respectively.

FIG. 59 is the Isometric view of the Stern 2 side truncated lamination cylinder 30. FIG. 60, FIG. 61, FIG. 62 and FIG. 63 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the Stern 2 side truncated lamination cylinder 30 of FIG. 59 respectively. FIG. 64 and FIG. 65 are Section I-I view and Section J-J view of the Stern 2 side truncated lamination cylinder 30 of FIG. 60 and FIG. 61 respectively.

FIG. 66 is the Isometric view of the Bow 3 side lamination truncated cylinder 29. FIG. 67, FIG. 68, FIG. 69 and FIG. 70 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the Bow 3 side lamination truncated cylinder 29 of FIG. 66 respectively. FIG. 71 and FIG. 72 are Section K-K view and Section L-L view of the Bow 3 side lamination truncated cylinder 29 of FIG. 67 and FIG. 68 respectively.

FIG. 73 is the Isometric view of the shaftless rim propeller 31 which is one of the shaftless rim propellers 31-35. FIG. 74, FIG. 75, FIG. 76 and FIG. 77 are the Port front view, the Top view, the Bottom view and the Bow 3 side view of the shaftless rim propeller 31 of FIG. 73 respectively. FIG. 78 and FIG. 79 are Section M-M view and Section N-N view of the shaftless rim propeller 31 of FIG. 74 and FIG. 75 respectively.

The jet propulsion engines' units 21-28 are installed inside the jet propulsion units' shells 13-20.

FIG. 37 and FIG. 38 show that each one of the jet propulsion engines' units 21-28 comprises plurality of shaftless rim propellers 31-34, plurality of inner lamination cylinders 35-37 (FIG. 52), one Bow 3 side truncated lamination cylinder 29 (FIG. 66) and one Stern 2 side truncated lamination cylinder 30 (FIG. 59). Each one of the of shaftless rim propellers 31-34 comprises plurality of fins 38 (FIG. 73).

In this invention and to make the principle of its operation clear, the following parameters were proposed and considered as an example, noting that the present invention is not limited to these proposed parameters only:

1—There is one silent jet propulsion system 12 installed inside the hull of the military submarine 1 (FIG. 1).

2—The silent jet propulsion system 12 comprises eight jet propulsion units 4-11 (FIG. 10).

3—The jet propulsion units 4-11 comprise eight jet propulsion units' shells 13-20 (FIG. 11) and eight jet propulsion engines' units 21-28 (FIG. 12).

4—The eight jet propulsion engines' units 21-28 (FIG. 12) are installed inside the eight jet propulsion units' shells 13-20 (FIG. 11).

5—As shown in FIG. 38, each one of the eight jet propulsion engines' units 21-28 comprises four shaftless rim propellers 31-34, three inner lamination cylinders 35-37, one Bow 3 side truncated lamination cylinder 29 and one Stern 2 side truncated lamination cylinder 30. These parts are arranged, coupled and connected together (FIG. 37).

6—As shown in FIG. 37 and FIG. 38, starting with the Bow 3 side truncated lamination cylinder 29 which is followed and coupled by the first shaftless rim propeller 31 which is followed and coupled by first inner lamination cylinder 35 which is followed and coupled by the second shaftless rim propeller 32 which is followed and coupled by the second inner lamination cylinder 36 which is followed and coupled by the third shaftless rim propeller 33 which is followed and coupled by the third inner lamination cylinder 37 which is followed and coupled by the fourth shaftless rim propeller 34 which is followed and coupled by the Stern 2 side truncated lamination cylinder 30.

7—For each one of the jet propulsion units 4-11 (FIG. 10), the water inlet will be from the Bow 3 side truncated lamination cylinder 29 and the water outlet will be from the Stern 2 side truncated lamination cylinder 30.

8—The water will be accelerated inside each one of the jet propulsion engines' units 21-28 with the rotation of the four shaftless rim propellers 31-34.

9—The amount of the generated water jet flow thrust for each one of the jet propulsion engines' units 21-28 will depend on the speed of the four shaftless rim propellers 31-34 rotation.

10—The direction of the flow of the generated water jet flow thrust for each one of the jet propulsion engines' units 21-28 will depend on the direction of the rotation of the four shaftless rim propellers 31-34. Reversing the direction of their rotation will force the flow of water to reverse its direction inside the jet propulsion engines' units 21-28, resulting in a reverse in the water jet flow thrust direction, causing the military submarine 1 to move in the opposite direction. If the direction of rotation of the four shaftless rim propellers 31-34 was in a direction that makes the military submarine 1 move forward, reversing that rotation direction of the four shaftless rim propellers 31-34 will force the military submarine 1 to move backward.

11—All the water turbulence generated inside the jet propulsion engines' units 21-28 due to the water acceleration by the four shaftless rim propellers 31-34 will be subtle using the Bow 3 side truncated lamination cylinder 29, the three inner lamination cylinders 35-37 and the Stern 2 side truncated lamination cylinder 30.

12—The Bow 3 side truncated lamination cylinder 29 (FIG. 66, FIG. 67, FIG. 68, FIG. 69, FIG. 70, FIG. 71 and FIG. 72), the three inner lamination cylinders 35-37 (FIG. 52, FIG. 53, FIG. 54, FIG. 55, FIG. 56, FIG. 57 and FIG. 58) and the Stern 2 side truncated lamination cylinder 30 (FIG. 59, FIG. 60, FIG. 61, FIG. 62, FIG. 63, FIG. 64 and FIG. 65) have numerous small diameter parallel pipes along their main axis.

13—Forward, backward, up, down, right and left movement of the military submarine 1 is accomplished by controlling the amount and the direction of the generated water jet flow thrust by each one of the jet propulsion engines' units 21-28. The resultant vectored generated total water jet flow thrust of the silent jet propulsion system 12 will decide the resultant vectored speed and direction of movement of the military submarine 1.

14—Each one of the four shaftless rim propellers 31-34 comprises six fins 38 (FIG. 77).

The present invention ensures producing a laminar turbulent free output flow for the water jet flow thrust of the jet propulsion engines' units 21-28 which contain turbulence reduction means for substantially eliminating turbulence in the water jet flow thrust to provide a laminar water flow which will remain laminar when discharged through the outlets of the jet propulsion engines' units 21-28 to provide the desired laminar flow for the water jet flow thrust.

The purpose of the turbulence reducing means is to provide relatively small flow passages to reduce the Reynolds number of the water flow to a value or values well below the Reynolds number at which the water flow becomes turbulent. In particular, the Reynolds number (when the fluid is water) is given by the following equation:

$\begin{matrix} {R_{e} = \frac{\rho \; {VD}}{\mu}} & (1) \end{matrix}$

Where:

R_(e): is the Reynolds number.

ρ: is the water density.

V: is the water flow velocity.

D: is the pipe diameter through which the water stream passes.

μ: is the viscosity of the water.

If the Reynolds number of the water flow is less than approximately 500, the water flow will be laminar. Any injected turbulent water flow into the low Reynolds number region will make the water flow settle toward being laminar flow as it progresses through the low Reynolds number region.

If the Reynolds number is larger than approximately 2000, the fully developed water flow in the high Reynolds number region will be turbulent. Even if the water flow injected into the high Reynolds number region is laminar, it will go turbulent as it progresses through the high Reynolds number region.

The water flow type at intermediate Reynolds numbers between 500 and 2000 depends on various factors such as initial conditions, surface roughness, etc.

The ultimate desired result is to establish a laminar water flow inside the jet propulsion engines' units 21-28 and to maintain the laminar water flow even at the jet propulsion units' 4-11 outlets.

Since laminar water flow is characterized as smooth and parallel streamlines in the water flow, a laminar water stream will have a cross section duplicating the shape of the jet propulsion engines' units' outlets.

According to Eq.1 and due to the fact that the density and the viscosity of water are substantially fixed, the value resulted from the mathematical multiplication of the water flow velocity V and the pipe diameter D will decide the value of Reynolds number which must be less than 500 to make the water flow laminar.

The military submarine 1 maximum obtainable speed will be decided by the water flow rate at the jet propulsion units' 4-11 outlets.

Increasing the water flow velocity V will increase the water flow rate at the jet propulsion units' 4-11 outlets, resulting in a more water jet flow thrust and a more speed for the military submarine 1. Decreasing the water flow velocity V will decrease the water flow rate at the jet propulsion units' 4-11 outlets, resulting in a less water jet flow thrust and a lower speed for the military submarine 1. Having a high speed military submarine 1 is highly desired.

Increasing the water flow velocity V will increase the Reynolds number, yielding a turbulent water flow which is a problem. In order to overcome this problem and to keep the maximum value of the water flow velocity V as maximum as possible while keeping the Reynolds number below 500, the pipe diameter D should compensate for the necessary required high value of the water flow velocity V according to Eq.1.

Making the maximum value of the water flow velocity V to be limited to a low value will decrease the water flow rate at the jet propulsion units' 4-11 outlets, resulting in a low water jet flow thrust which causes the maximum obtainable speed of the military submarine 1 to speed down which is a drawback for a military submarine 1. So, the water flow velocity V must not go below a certain value that ensures the proper flow rate of water at the jet propulsion units' 4-11 outlets to maintain the desired maximum obtainable speed for the military submarine 1.

By a proper selection for both values of the pipe diameter D of the water flow passages and the water flow velocity V, the desired laminar and turbulent free water jet flow thrust output will be obtained maintaining a higher water flow rate with a maximum obtainable speed for the military submarine 1.

For instance, using plurality of lamination cylinders 29, 30, 35, 36 and 37 where each one has numerous small diameter parallel pipes along their main axis and has a low Reynolds number in the individual streams will result in the desired laminar output.

The silent jet propulsion system 12 will produce a laminar water output for the water jet flow thrust with substantially no turbulence which will result in silent, fast, efficient and highly maneuverable military submarine 1.

The number of the jet propulsion units 4-11, the number of the inner lamination cylinders 35-37, the number of the shaftless rim propellers 31-34 and the number of fins 38 of the shaftless rim propellers 31-34 can be changed, increased or decreased, according to the size and the weight of the military submarine 1 that will be installed in to obtain the best performance of being silent, fast, efficient and highly maneuverable military submarine 1.

REFERENCES

U.S. PATENT DOCUMENTS 2,624,559 January Robert W. Hyde 261-25 1953 2012/0137951 June Maurizio Porfiri, 114/337, 114/312 A1 2012 Vladislav Kopman, Nicholas Cavaliere 9,744,471 B1 August Lance C. Fisher CPC. A63H 23/16 2017 (2013.01), A63G 31/007 (2013.01), A63H 23/10 (2013.01) 4,795,092 January Mark Fuller 239/12, 239/23, 1989 239/124, 239/462, 239/590.3, 239/590.5, 239/ DIG. 1 5,213,260 May Steven Tonkinson 239/11, 239/461, 1993 239/590.3 4,000,878 January Ralph L. Vick 251/127, 137.1501, 1977 137/625.3 4,076,285 February Felix Jesus 285/332, 285/376, 1978 Martinez 285/423, 285/ DIG.16 6,554,660 B2 April John T. Irish 440/38 2003 3,182,623 May Guenther Wolfgang 114--16 1965 Lehman 3,658,028 April A. Eugene Koons B63h 5/16 1972 4,767,364 August Erwin Lenz 440/38, 440/44, 1988 114/151, 60/221 2003/0186598A1 October Andrew Chun 440/38 2003 6,581,537 B2 June Mark W. McBride, 114/312, 114/337, 2003 Frank Archibald 440/42 5,306,183 April John K. Holt, 440/6, 310/114 1994 Gregory C. Kennedy 2003/0010836A1 January Long Pham 239/17, 239/590, 2003 239/553.3, 239/590.3

FOREIGN PATENT DOCUMENTS CN2608418Y March Erden Dalai Int. Cl. B63H 5/15 2003 CN105711787A June Tu Jianyong Int. Cl. B63H 5/10 2016 (2006.01), B63H 5/14 (2006.01) CN2350310Y November Zheng Shian Int. Cl. B63B 1/40, 1999 B63H 5/15 CN103523156A January Zhu Xiaoyi Int. Cl. B63B 1/32 2014 (2006.01), B63H 19/04 (2006.01), B63G 8/24 (2006.01) CN102602524A November Zhu Xiaoyi Int. Cl. B63H 19/00 2014 (2006.01) CN102303697A January Xiu Liying, Int. Cl. B63G 8/08 2012 Xiu Zhongyuan (2006.01) 

We claim: 1- A silent jet propulsion system is installed inside the hull of a military submarine and a method is presented for propelling a military submarine and the like to eliminate the conventional propulsion systems noise and to steer the military submarine in silent, fast, efficient and highly maneuverable fashion. 2- The silent jet propulsion system of claim 1 has no propeller installed outside the military submarine hull. 3- The silent jet propulsion system of claim 1 comprises plurality of jet propulsion units. 4- Each one of the jet propulsion units of claim 3 comprises one jet propulsion unit shell and one jet propulsion engine unit. 5- Each one of the jet propulsion engines' units of claim 4 comprises plurality of shaftless rim propellers and plurality of lamination cylinders that are responsible for generating a laminated turbulent free water jet flow thrust which will drive the military submarine in the desired direction. 6- The speed of the military submarine will be determined by controlling the resultant vectored water jet flow thrust which is generated by all units of the silent jet propulsion system of claim
 1. 7- Forward, backward, up, down, right and left direction of the movement of the military submarine is accomplished by controlling the amount and the direction of the generated water jet flow thrust of each one of the jet propulsion engines' units of claim
 3. The resultant vectored generated total water jet flow thrust of the silent jet propulsion system of claim 1 will decide the resultant vectored speed and direction of movement of the military submarine. 8- For the silent jet propulsion system of claim 1, the number of the jet propulsion units, the number of the lamination cylinders, the number of the shaftless rim propellers and the number of fins of the shaftless rim propellers can be changed, increased or decreased according to the size and weight of the military submarine to be installed in to obtain the best desired performance of being silent, fast, efficient and highly maneuverable military submarine. 